Control of engine-oil heaters



Patented Mar. 8, 1927.

temeva UNITED lsTArl-:s PATENT'OFFICE.

Jenn HfHUNT; or DAY'roN, oHIo, AssreN'on To GENERAL morons RESEARCH con PORATION, OF DAYTON, OHIO, A.A

CORPORATION OF4 DELAWARE.

CONTROL oF ENGINaoIL HnAirERs.

Application 'mea :rune s, 192'5. 4serial No. 35,7611.

This invention relates to an apparatus for heating lubricating'oil, especially oil used-1n internal-combustion engines for automotive,

vehicles.

One of the objects of the invention is to yheat the oil in the engine erankcase'quickly when starting-theengine, especially in cold weather. I

In carrying out this object, means are prol vided for utilizing heat from a Huid heated by the engine,

heat theoil in the crankcase.. The operation of the engine causessome of the engine-v heated fluid to flow through al' dncthaving walls in contactl with 'the oi'l in the crankcase until the temperature of the oil has attained a' certain egree. Then the flow of engineheated fluid-through the oil-heating duct is automatically discontinued in order that the oil will not'be overheatediby. the operation of the engine'.I

Further objects and advant-ageawill be apparent from the following description; reference being had to the accompanying drawings, wherein a preferred form of the present invention iselearly shown.

The ligure of the drawing is an elevation of an internal-,combustion Iengine provided with apparatus made in accordance with this invention, portions of which are shown in section. l

Referring to the drawings, designates an internal-combustion engine provided with a crankcase 21 having its lower side covered by an oil pan 22 which receives a quantity of lubricating oil. The pan 22 is heated by exhaust from the engine. This is accomplished by a heater. 23 secured to the under side of the oil pan 22 and providing a passage 24 which is relatively shallow but4` is co-eXtensive with the major portion of the oil pan. The inlet passage 25 of the heater is connected by a pipe 26 with albranch 27 of the exhaust pipe section 28. The outlet of the passage by a pipe 30 with a branch 31 of the pipe 28. Pipe 28 is connected in circuitwith the engine exhaust manifold 32 and the exhaust pipe 33' leading to a muiiier. I

In order to divert some of the exhaust gas from the manifold 32 to the heater 23 a valve 35 is connected with a shaft 36 pivoted upon the pipe 28. Theshaft 36 is connected with a lever 37 which is in turn connected with a link 38 attached to a lever 39 which is which isresponsive to the engine.` This device comprises a flexible such as the engine exhaust, to

lpipe 52 is provided with `The bellows 42 is then responsive to engine 29 of the heater is connectedA pivoted at 40upon the engine. The lever 39 1s connect-ed by a link 41 with a device operation of the metal bellows 42'attachcd at its to a stationary disk 43 which is supported by a bracket 44 upon the engine. The lower end o f the bellows 42 is lconnected with a disk 45 'carrying an eye 46 attached to the link 41.: The disk 45. carries a plunger' 4T adapted ,tomove within a tube 48 which is upper end au suspended from aI bushing 49' attached to the disk' 43. The spring l50,"Vhich is located between the plunger 47 and the bushing 49 and, within the tube 48, normally maintains the'bellows 42 and the valve 35 in theposition shown in. In this position the valve 35 closes the branch 2T of the pipe 28. The bellows 42 is connected with the engine intake manifold 5l by a pipe 52 connected by a valve body 53 with a` pipe 54 which in `turn 1s connected by a coupling-155 fwith thebushing 49 which is provided with a central passage leading from the pipe 54 into the bellows 42.

The lower wall of'the valve body 53 4is provided with a vent hole or' opening normally closed by a valve 60 attached to Aa bi-metallic` thermostat blade G1 supported by a bracket 62 and located in heatreeeiving 85 relation to the oil in the crankcase. The a restriction G3 of smaller diameter than the holein the bottom wall of 'the' valve body 53. Therefore when Valve 60 is open, the pressure in the pipe 54 will be atmospheric, although there may still be a partial vacuum in pipe 52 when the engine is`operating. VhenJ the engine is cold the valve 60 is in. closed position.

intake suction and will cause the valve 35 to move'into the 1: osition' 3' a shown in the drawing'in -dotted lines. i

Some of the exhaust gas in the engine will be. diverted to the heater 23 and then out'lOO through Lthe return pipe 30 and branch 31 to the exhaust pipe 28. By using the exhaust heat of the engine the oil in thecrankcase is quickly heated to 'a temperature to cause Athe oil to flow readily through the circulating system of the engine.

lVhen the temperature of the oil in the oil pan exceeds a certa-in degree, the blade 61 will bow downwardly and will vmove 'the' valve 60 away from the opening in the valve 110 body`53. This will restore the pressure in the bellows 42 to atmospheric so that the spring 50 may move the valve 35 to closed position.

ferred form, it is to be understood that otherkfori'ns might be adopted, all coming vvithin the scope of the claims Whichifol- 0W.

What `is claimed is as follows:

1. Oil heating apparatus and control therefor for internal-combustion engines comprising, 'in conibination, a duct for receiving uid heated by the operation of the engine and having a wall in contact with abody a device responsive to engine suction for moving said valve into position for causing said fluid to flow through said duct, a pipe having a" restriction for connecting the engine intake and device, and means responsive to oil temperature for venting ,the de- 'vice through an opening larger thanthe restriction. 'l

2.4 Oil heating apparatus and control therefor forV internal-combustion engines comprising, in combination, a duct for -receiving a fluid heated by the operation of the engine and having a Wall in contact with abody of oil to be heated, a valve for con- `trolling the flowy of fluid through said duct,

'a device responsive to engine suction, for

moving said valve into positionfor causing said fluid to flow through said duct, a` pipe havingv a restriction for connecting the engine intake and device, a valve normallyclosing an opening for venting the suction device, said opening being larger than the restriction, and a thermostat in heat receiving relation to the engine oil for operating of oil to be heated, a valve for con-` trolling the flow of fluid through said duct,

3. Oil heating apparatiis and control therefor for internal-combustion engines -the engine and having a Wall in contact .l

ing said fluid to flow. through said duct, a

pipe having a restrictionfor connecting the engine intake anddevice, a valve normally closing an opening for venting rthe suction device, said opening being larger than the restriction, and a bimetallicthermostat blade supported bythe oil pan inhat receiving relation to the oil therein for operating the valve.

4. An engine, a reservoir for oil adapted to lubricate the engine, an exhaust conduit having abranch in proximity to the oil in the reservoir, a valve adapted to divert ex- A ,liaust fluid through the branch, means ref sponsive to `engine Vsuction for operating the` valve'l` said means including a conduit coinniunicatin'g with thev engine intake, said conduit having a vent opening and a thermostaticJ valve inliu'enced by the-temperature of the oil in the -reservoir for opening and closing said ,vent

5. An engine, an 'exhaust conduit therefor having a valve.,ineans -operated'by atmospheric pressure for moving the valve, a conduit extending romthe atmospheric pressure operatingineans to the engine intake, said conduit having a vent opening, and

lmeans for `opening or 'closing said vent to control tlieoperation of said means operated by atmospheric pressure. 'I

In testimony whereof. I hereto aiiix my signature.

-JoiiN H. HUNT. 

